Exhaust-control mechanism for air-brake systems



Nov. 17, 1925..

A` B.. KENDALL EXHAUST CONTBQL MECHANISM FOR AIR BRAKE SYSTEMS Filed April 28, 1924 I @noauto/L Auf/v 5. Km0/1L; l

Patented Nov. 51.7, 19251.-y

ALLEN B. KENDALL, 0F NLAGARA Eems, NEW YORK, AssmNoR To THE SAFETY DEVICES coMPaNY.. INC., or NEW YORK, N. Y., A conPoRATIoNoF NEW YORK.

EXHAUST-CONTROL. MECHANESM FOR AIR-BRA'KIEl SYSTEM@ Application ined Api-i1 28,1924. seriai No. 709,443.l

.l 5 To all 1li/com, it may' (lancera:

Beit knoivn that I. ALLEN B. Kenn-HJ.,

a citizen of the United States,'and resident of Niagara Falls, in the county of Niagara and State of New York, have invented cer tain new and useful Improvements in Exhaust-,Control Mechanism for Air-Brake Systems, of `which the following is a specilication.

This invention relates lo train control apparatus, and more particularly to apparatus for automatically controlling the operation of the air brak.J system of a train.; and has special reference to theprovision of such anfapparatus in which the Iamount of reduction of.v pressure in the brake pipe of the system-iscontrollef'l when an automatic application lis effected.

A principal desideratum of my present invention comprehends the provision of an apparatus for controlling the exhaust of air from the brake pipe of the airbrake system when an automatic application of the brakes is made, so that only that reduction necessary to -apply .the brakes on the train is obtained, and so that any continued reduction. is automatically prevented.l The present invention has particular applicability to the train control system disclosed inthe copending applicationl of A. ir. Shaver, Ser. No. 292,548, of May 25,' 1919,

in which the movement of a train is auto-y: matically controlled from .the roadside, the

present invention .being intendedlfoi: use

' with` the' combined reservoir and brakeyali'ie, disclosd in the patent to A. B. 'Kendall No. 1,474,836 of Nov. 43,0, 1923,used in such-systems, comprising improvements of the exhaust control Amechanism describedthe' brake pipe to-exhaust to. eli'ect a'. reduc--v tion 'in pr.ssure of the. air'v therein to produce the application, of' the brakes.

To control or regu-late the reduction of pressure iii the brake pipe when this brake 'pipe valve is automatically .opened and mainof'tlvie invention, and-in which:

vThe figure is a view partly taken in cross- In thef. preferred operation of tliissystem, the' thus i opened hraltc pipe-valve iis-'maintained open. g

tained open, there islemployed theexhaust 4control mechanism disclosed inf the' above-'.- mentioned copending application of A. G.-

Shaver, this mechanism o erating to'fpro- 'i duce a fixed reduction-of. rake pipe pres-I sure and to close the exhaust duction is obtained.

The improvements in the y after such rehaust control mechanism in Which the ratio' between the reduced brake4 .pipe pressure y present inven-l tionv center aboutthe' provision of. an eX- and the initial brake pipe pressure is. always maintained constant, irrespective of thef amount or value of such initial brake pressure; siicli-"meclianism 'having' een found to produce a. smooth application of the brakes and a ,gradual and nonjarring r. tardationof the. train. The provision of suoli mechanismM is `also characterized. byf

the elimination of. all springs, producing an apparatus which is in service. i

ipe"

' dependable and lreliab'le To the accomplishment. of the foregoiiig-.- I

and such other objects las. will hereinafter appear, this invention consists in' theele-f i ments and their relation one 'to the. other,

as hereinafter. particularly described and sought to be -deiin'ed inpthe claims, l.ref-

erence being had to the accompanying draw'F ings,-Which show a preferred embodimen section lof 4my improved exhaust control `mechanism. i

ings, the exhaust' control mechanism of this Referring now more in detail to the dra/,W1 i

invention, generally designated as `M, 'com-" prisesv preferably a unit which is attachedl to 'the -combined reservoir and lbrake val-ve disclosed vin the .aforementioned A."B. Kendall No.11;,474,836, the connections being such as to control the exhaust by coin bined reservoir and brake pipe pressure,

with the brake pipe pressure made the basis upon which a reduction in pressure isieffected. In its preferred and more specific made fupv 10a, 10" and 1 0.

aspects, thisy unit consists lof 'a casing 10v generally 'of three casting sectionsl Y Iori yof,pneumatic devices preferably iiithe form of diaphagins,-one of said pneumatic 'dei vices generally designated as' Vbeing fitted between the sections 1U and lOl for controlfling the valve T14, and arranged `so thatcne iside of the pneumatic device is sul'iject"A to fluidfpressure in the chamber 11, and the' other side of' the same iis subjected' tojfiiiid pressure inthe chamberflGg and the other of said pneumatic devices generally designatedas i2 is fitted between 'the sections 1U and'- is arranged so that one sidel thereof'is siibject'to vthe fluid pressure in the chamber- ,15 'and the other side thereof issubject-to fluid pressure in the chamber 19.`,.

For controllingr the operation of thevalve 18, the .same is preferably attached `to the diaphragm al?, and to this end the valve preferably comprises a bolt member, the head A1513 of Awhich. `is provided with thev gasket 18Z cooperating-with the seat 2o and the shank 183 of 'which is secui'ed'to the' diaphragm-af2 between the washers 21 and and the diaphra gni l2 is operated by controllingl the admission of -fliiid at brake-'pipe .pressureinto thev chamber 15 and fluid at reservoir pressurel into the chamber 19. For adm.ittingfluid at bralre pipe pressure into the cham-` ber 15, the section h is provided with the duct 23, which coii'imiinieates with'a pipe 2l',

the-latter being adapted to be connected di rectly tothe brake pipe so that; fluid at r brake pipe` pressure is always present in the' chamber 15.. For. admitting fluid at .reseim voir pressure into thechamber 19, the see.-

tion l()C is providedfwiththe duct 25 which communicates with a pipe 2G, which latter` is adapted forconnection to an electromagnetically controlled primary valve` mechan'isn'i shown in the aforementioned Kandall patent so that normally fl'iiidat reservoir pressure moves into the'chanihei.' 19. andrhis pressure is operatii'e against the under side effected, the electromagnetically contiollei'l'A primary valve heretofore mentioned is so operated as to jl/en the chamber 11) to atmemes being'then subjectV only to the fluid at brake pipe pressure in-tlie chamber 15 nieves to. descended position for closing the valve lo.

and fluid at brake pipe pressure is trapped in the chamber '16 and the capacity tank 9,7, These. operations y of the diaphragfiii d aiid'tli'e valve l@ con-trol the operations of the diaphragm device IZ vand the exhaust control valve 14. -its heretofore' mentioned.

it is a principal desideratiunfof the present invention-to control. the exhaust by means 'of the combined pressures in Jthe brake pipe and main reserifoir, and' to conti'olvsuch -liaiist-so, that the rati-o of the reducedvhralre pipe pressure to the initial brake pipe presi and 10c for controllii'igj'the second valvel,

sure is always a constant, irrespective of the value of such initial brake pipe pressure, thislso that the' reduction in the brake pipe pressure is always .a vconstant percentage of the .initial brake pipe pressure; To this end. the pneumatic device Z comprises a pair or spared diai'iliragins. 29 ande() connected to vopen to atmosphere through the ducts 3:1.

- y vl\lormally thcvalve let'is closed, the ill-ii# phr'agindevice J being then subject to fluid at brake pipe pressure active against Athe lower diaphragm BO'and'luid at the'redueed brake ipe pressure of-tlie previoiis application 'e e'ctive cn'tlie upper diaphragm Q9. 7ils/*hen an automatic appl-ication'of the brakes takes place, the reservoir and brake valve heretofore" mentioned isfoperated `to open the brake'pipe to the chamber` 11, the "air then flowing; from the brake pipe into the, casingr section 1().and-.chamber l11 thereof through the duct 36.." Simultaneously, as'

heretofore stated, the valvl 18 closes; so thatthe opposi .f sides of the dilphrafgm devicevar are subject tothe same. Drake pipe pressure;

and duc to the greater workingarea D2, the. diaphragin'device flv is 'forced downwardly,

iinseating 'the fialve 14. from tho port 1?). The brake pipe fiiiid isvthereaft-er.exhausted to atii'iosphero from4 the chamber 12 through izo the port 37,' and this continuesuntilfthe brake pipe pressure is reduced to a point' where the total pressure on the diaphragm 29 is below the total pressure upward. on the diaphragm 2&0', at which time the diapl'iragin" device is forced upwardly to close the valve 14: and the exhaust port 13.

ln' rechargziingl the brake pipe, it is desires" that the chamber l'andthe capacity tank 27 should aways be tilled With fluid at the nor- -mail brake pipe pressure. In rechargingY the brake pipe, the`pressure may at'timcs build up-to an abnormal 'point at the .head end, sol that thepressure in the chamber '16 andl capacity tank 27 may .build up to a point bcvond normal brake pipe pressure. 'Ifan automatic? application takes. place .immediately after this excess pressure-11s reached' and before sullicient tune @lapses to produce below that desired."4 In order to prevent this possibility, in the 'preferred constructiongof f myexllaust control mechanism there is -p`rovided -apres'sur'e relief means for the chamber .16 or .the capacity tank'27f arranged'to Ifunction sof as to relieve the capacity-tank 'or the trap chamber r'rn" pressure in excess of the' ncrrmal brake 'pipe pressure. This.

V: reliefmeans preferab ly'comprisesa poppet phere' through the atn'iosphericports,@13

4l thai-ist controlV mechanism'will lin' the mainjbe fully apparcnt'from the above detailed 'de-'jor relief"'valve 39 fitted to the c' apacitytankiv 27. the relief-'valve being lprovided with a valve' member` '4 0 normally' .seated .to close the .portfll and `11 r,`ged'-int seatngipositiorr byniears .of a springQ- acted upon4 by thef: adjustable4 plug .43-", the arrangement and' design being such thatth'e valve l0 vill; open when the.. pressure inthe'rcapaeitytanlc 27.

exceeds :the normal V"bi-'alter'.p1' p res'suraas'" 'for example,'7 0 pounds. "W- en, therefore-5,' there is a sudden 'building-'up offpressui'ein" the capacity vtank 2.7, the excess. I'J'ressurevvillv open the valve 40 and-"willfiescape: 'toet-Ines ice even after long Iperiods of use.

ciently by the combined reservoir'and 'brake' l 4vpipe pressures; and this reduction' isefi'ected so to obtain a constantpercentage o r 'proportionate- -cl1ange of the initial brake pipe: pressure irrespective of 4 its vfalue- It will be 4furtlwr .evident that in accomplishing these functions, I am 'enabled to eliminate"all'' ysprings and vto produce a structure whichA serv-,-

may be always relied upon for'jcicient I claim.: l 1, A'trainbrake ned in the following claims.l 1-

control apparat-'ns1 edm? prising a valve controlling an exhaust port,-

a 'pneumatic device havingv different effec-l at brake pi t l Apneumatlcv evlce, a second valve located :on

second valve, andineanstor admitting fluid at brake pipe and Vreservoir pressures' respectively .onto opposite sid-cs of said l'second pneumatic device.

.2; A train brake lcontrol apparatus com;

'prising'l avalvc `controlling,.an exhaust port, v.

'dlaph'ragrmdevice having `dlle'rent eilec` tivc. pressure area'son opposite sides thereof for operating thesaid valve," a2 port for ad` mitting Ifluid at brake pipe pressure to one side of said device, la-second valvefor c 0n-l trolling the-admission of fluid 'at 4.brake pipe pressure to theopposite side of'said device, Va second diaphragm device: for operatingY the se' con d v-a1ve',and means' for admitting fluid at`brake pipe and reservoir pressures respectively onto 'opposite sides 'of'. said second diaphragm'device.-:il train brake control apparatuscorn prising a norxnallj7 closed vaflve controlling'y an exhaust port, a 'pneumatic device having different. effective pressure areas .onl opposite si d'es" tl1ereof for-.operating 4the said valve,

means for. admitting'fluidat brake pipe' prcssure to one side ofsa-idd'evice, a second and normally open valve for controlling-the' ad-v mission of fluid' at brake pipe pressureto the oppositefside .of said device, a second pneumatic d evic'e' .i.orl operating thefsecond valve,

nd-meansforadrnitting' fluid at brake pipe and 'reservoirpressure' s'. respectively onto op! 'iosite sides of said second pneumaticdevicefA seofiztr-ain brake' control apparatus com# valve, 'ajportin said. lcasing for admitting iuidatbrake' plpepressure to one side of said device, a second yvalve in said casing for ing for ffimitting fiuidat brake" pipe and reservoir pressures. respectively onto oppo site sides of saidsecond pneumatic device.. .5.. A-.tra 1n brake control apparatus coni- ."lVhile this inventiorrhasbeen shown in" an exhatistf'port, `a;chamber'4in .sai" d.'casi'nr, a pneumatic device havingdiilerent eil'ectivev pressure areas on opposite 'sidcsthereot for o ratingsaid valve located at one side '.'controlling thev admission of. fluid at brake iis i atingr thezsecondvalve, n'dportsin the 'ca s-' of said' chamber., means -for admitt-ingtluid pressure to one side vof said' the opposite side of` said chamber for-Icom 105 prisrng a'casing, a valve therein controlling l 'an exhaust port, la; pneumatic device therein lh'avingr, different effective pressure' areas on -opposite sidesthereof for operating thesaid prising a casing, a normally closed valve therein controlling an exhaust port, a chamber in said casing, adiaphragm device having'diferent elective pressure areas on opposite sides thereof for operating said valve located at one side' of said chamber, meansV for admitting fluid at brake pipe pressureto one .side of said diaphragm device, a secondA and normally open valve located on the opposite side of saidchamber for controlling` the admission of fluid at brake pipe pressure into said chamber and to the opposite side of said device, a second diaphragm device orfo erating the'v second valve, and means for a mitting liuid at brake pipe and reservoir pressures respectively ont-o opposite sides of said lsecond diaphragm device.

' 25 7. A-tiain.brakecon'trol apparatus comprising a casing, a pair oi coi'nn'uinicating chambers therein separated by an exhaust port, a valve controlling the exhaust port, a

second pair of con'imunicatingr chambers in said casing, a pneumatic device having dii:-

ferent eii'ective pressure areas -o'n opposite sides thereof for operating` said valve located between adjacent chambers ol Athey diilferent pairs, .means for admitting fluid at brake pipe pressure to one side of said pneumatic device, a second valve controlling the .communication between the second pair of chambers for controlling the admission of fluid at brake pipe pressure to. the opposite O side of said device, a second pneumatic de-l jvice for operating the second valve, and

iiieansfor admitting Huid at brake pipe and;

reservoir Apressures yrespectively onto opposite sides of saidsecond pneumaticdevice.

8;. 'A train brakecontrol'apparatuscom- .prising a casing, a valve therein controllingrv an. exhaust port, a chamber-in said casing,

a capacity tank in communication with said "chamber, a pneumaticdevice for operating' .said valve located at one lside of said cham- Jber, means foradmitting fluid at brake pipe pressure to onel sideof said pneumatic de vice, a'sccond valve located onthe opposite side' of said chamber Jfor. controlling the adf mission 'of fluid'at brake pipe pressure'into saidjchamber and to the opposite 'side et' saiddevice, a secondgpneumatic device for operating the "second valve, vand means ior admitting; fluid at brake pipe 'and-reservoir 60 pressure respectively onto 'opposite sides of said hd pneumatic device.' y ,-g 9.'A a paratus forcontrolling the re- .ductioxtf o 'brake pipe 4pressure in ja train air bifgtlre system comprising a 'valve inech-. y p

yduction of brake pipe pressure in a train l5 anisiip-controlling an exhaust port, a pneumatic device having dilferent electivey pressure areas on opposite sides'thereot foreperating the valve mechanism, means for admitting fluid 'at brake pipe pressure onV the valve side of said device, and means for-admitting and trapping fluid atl brake pipe ,'pressure on the opposite side ofsaid device.

10. An apparatus for' controlli-ng the re-,'

duction of brake pipe pressure in a train air brake-system comprising a valve mechanism controllingr an exhaust port, a dia- -p'hragm ldevice connected to said valve mechanism and having' diflerent effective pressure areas on opposite sides thereof, the larger effective area beingfon the .valveside of said device, means for admitting a fluid at brake pipepressure to the valve side of said device, and means 'for admittingr and trapping fluid at the same pressure on. theA opposite side of said device.

ll. An apparatus for controlling the reduction of brake pipe pressure in, a train air brake system,comprising a casing,'a valve therein for controlling .an exhaust port, a pneumatic device having different effective areas on opposite sides thereof for operating thc said valve, a -Ap'ortin. said casing for admitting fluid at brake pipe'i'iressure to the valve side of saidv device, 'and means for admitting and trapping fluid at said device.

-the same pressure on the opposite: side of 12. An apparatus or'controllingtlie re?.

,duction of brake pipe 'pressure in aztraiii 'air brake ,system comprising a' Aeasing, a lvalve therein-controlling an exhaust port,

a chamber' in said casing, a' pneumatic device' between vsaidv chamber and valve for operating the said valve to produce a reduction in brake 'pipe pressure which' is always a predetermined percentage of the initial brake vpipe pressure, means for admitting fluid at brake pipe pressure onto the valve side of said device, and means for. 'admitting and trapping fluid at the same pressure in said chamber` to be effective/on'. the opQ osite side 'of said device.

' 13.'- ductioiiof 'bi'alre pipe pressure in a train aiif brake system, comprising a casing, a

opposite side of said device. i

. i f/ 14. 'An apparatus for controlling/the re-` rapparatus for controllingthe reair system comprising a casingy a valve ri eontroiiing an exhaust port,

seid casing,' a pneumatic deid ciieiii'sber vaive having operating the said valve 7@tion in br pipe presvays a predetermined per- 1- initiel brake pipe pressure, Ainfv 'iiiiii at brake pipe time valve side @if said device, d rter-ins for admitting trapping iuid vressure in said chamber to be opposite side of said device.` brake centrol apparatus com- 'prising a casig1 a pair of: communicating chambers 'therein separated by en exhaust port., e, valve eontreiling the exhaust port, ypieregine connected 'to said valve the saine, the said diaphragm ng nier-ent effective pressure areas7 a ch er between said diapnragms open to atriespnere means for admitting Huid at n'aire pipe pressure entre one oft-said dia- 7 and means for admitting andtrap et the sein pressure eective on said diay -e pipe pressure in a train air compri a casing, a vaive ng an en .ieust port7 a chamseing, a pneumatic device be cnil chamber veive for eperating vaive ,o prodiice a reduction. in pressure, means :ier admitting A vae pipe pressure ente the valve said d e, means :for admitting and v i pipe pressure in said tive en i'iiieepposite side e nessunl reas on opposite fsa-rains ier controliing the reflucd mes-ns :Eier :relieving the ting and trapping fluid atbrake pipe pres vsure in said chamber to be effective on the opposite side osaid device, and means for relieving the said capacity tank of pressure in excess of the normal brake pipe pressure.

18. An apparatus for controlling the reduction' of brake pipe pressure in a train air' brake system comprising a casing, a'

valve therein controlling an exhaust port,

a chamber in said casing, a capacity tank inv communication'Withsaid chamber, a pneu matic device between said chamber and valve for operating the said valve to produce a reduction in brake pipe pressure, means for admitting iluid at brake pipe pressure onto,

the valve side of said device, means for adniitting and' trapping fluid at brake pipe pressure in said chamber to' be elect'ive on the opposite side of said device, and a relier` valve connected to said capacity tank and operative to relieve `the said capacity tank of pressure in,v excess of normal brake pipe pressure. l

Signed at Niagara Falls in the county of Niagara and State of New York this 7th clay of April A. D, 1924.

` ALLEN B. KENDA.; 

